For discussion
on 1 June 2011
PWSC(2011-12)12
ITEM FOR PUBLIC WORKS SUBCOMMITTEE
OF FINANCE COMMITTEE
HEAD 706 – HIGHWAYS
Transport – Railways
58TR – Shatin to Central Link – construction of railway works – protection
works
Members are invited to recommend to Finance
Committee the upgrading of 58TR to Category A at
an estimated cost of $541.6 million in money-of-theday prices for the construction of protection works for
the Shatin to Central Link tunnel at Causeway Bay
Typhoon Shelter.
PROBLEM
The Shatin to Central Link (SCL) tunnel will cross over the CentralWan Chai Bypass (CWB) tunnel at the Causeway Bay Typhoon Shelter (CBTS),
which is currently under construction. It is necessary to implement protection
works for the SCL tunnel and other associated works at the CBTS to ensure better
interface between the SCL and CWB projects.
PROPOSAL
2.
The Director of Highways, with the support of the Secretary for
Transport and Housing, proposes to upgrade the remaining part of 58TR to
Category A at an estimated cost of $541.6 million in money-of-the-day (MOD)
prices for the construction of protection works for the SCL tunnel and other
associated works (details at paragraph 5) at the CBTS.
/ PROJECT …..
PWSC(2011-12)12
Page 2
PROJECT SCOPE AND NATURE
3.
The 17-kilometre SCL is a territory-wide strategic railway project
with ten stations 1 (see Enclosure 1). The project is linked with a number of
existing railways, forming two strategic railway corridors, namely the “East West
Corridor” and the “North South Corridor” (see Enclosure 2).
(a)
The “East West Corridor” refers to when SCL will
connect Tai Wai Station of the Ma On Shan Line with
Hung Hom Station of the West Rail Line, passengers
may travel from Wu Kai Sha Station to Hung Hom,
East Kowloon, the West New Territories and Tuen
Mun without interchanging, providing a more direct
and convenient railway service for passengers
commuting between the East New Territories and
West New Territories.
(b)
The “North South Corridor” refers to when SCL will
connect the existing East Rail Line from Hung Hom
Station across the Victoria Harbour to Admiralty
Station, passengers may travel from Lo Wu (using the
East Rail Line) and Huanggang (using the Lok Ma
Chau Line) to reach the heart of Hong Kong Island
directly.
4.
The SCL will significantly reduce the journey time for passengers
who travel between East Kowloon, the East New Territories and Hong Kong
Island. It will also increase the capacity of the railways that carry passengers
from Shatin to Kowloon and across the Harbour, as well as relieve the congestion
on many of the existing railway lines through diverting passengers.
5.
The scope of the remaining part of 58TR comprises –
(a)
construction of a concrete tunnel box of about 160
metres (m) long to enable construction of tunnel works
required in future;
(b)
construction of temporary seawall of about 270 m long
for the construction of temporary reclamation of about
0.4 hectare (ha), and their subsequent removal;
/ (c) …..
_____________________________________________________________________________________
1
The ten stations of the SCL are: Tai Wai, Hin Keng, Diamond Hill, Kai Tak, To Kwa Wan, Ma Tau
Wai, Ho Man Tin, Hung Hom, Exhibition and Admiralty.
PWSC(2011-12)12
(c)
dredging in an area of about 1 ha at the southeast
corner of the CBTS to provide a temporary anchorage
area; and
(d)
construction of a temporary jetty for the Royal Hong
Kong Yacht Club (RHKYC), and subsequent
reinstatement of the RHKYC jetty after completion of
the protection works.
Page 3
A plan showing the proposed works is at Enclosure 3.
6.
We have completed the detailed design and working drawings for
the proposed works and we plan to implement the protection works under the
CWB project. Subject to funding approval of the Finance Committee, we plan to
commence construction in the fourth quarter of 2011 for completion in early
2014.
JUSTIFICATION
7.
Under the SCL project, the East Rail Line will be extended from
Hung Hom across the Harbour to Hong Kong Island to increase the carrying
capacity of the cross-harbour section of the railway network and provide a more
convenient railway service for passengers who travel between the New Territories
and Hong Kong Island. The SCL cross-harbour tunnel will cross over the CWB
tunnels which are currently under construction at the western part of the CBTS.
The two projects will require temporary reclamation at the same location inside
the CBTS. The CWB tunnel Stage 1A (west) requires temporary reclamation of
about 1.4 ha, and the SCL protection works require an additional 0.4 ha of
temporary reclamation. There would be significant benefits in implementing the
proposed protection works under the CWB tunnel works in tandem as this will
enable the shared use of the temporary reclamation at the same location. This
will avoid repeated reclamation, protect the harbour, enable efficient use of
resources and reduce construction time. A tunnel box will be constructed at the
location where the SCL and CWB tunnels overlap under the protection works,
after the reclamation works under CWB and the protection works have been
completed. This will ensure that the protection works can be completed before
the commissioning of the CWB tunnels and avoid nuisance caused by future SCL
cross harbour tunnel works to the CWB tunnels after the CWB tunnels come into
operation.
8.
After the completion of the protection works, most of the temporary
reclamation will be removed, except for about 0.26 ha of temporary reclamation
at the southwest corner of the CBTS which will be retained until 2017 for the
construction works of the SCL in future.
/9…..
PWSC(2011-12)12
Page 4
9.
As required under the Protection of the Harbour Ordinance (Cap.
531) and the Court of Final Appeal judgment in 2004, a “Cogent and Convincing
Materials” Report for the SCL project (SCL CCM Report) has been prepared to
demonstrate the “overriding public need” of the relevant temporary reclamation
required. The SCL CCM Report has been uploaded to the websites of Highways
Department and MTR Corporation Limited (MTRCL) for public inspection.
10.
Since it is necessary to carry out 0.4 ha of additional temporary
reclamation for the protection works, some 30 to 40 anchorage spaces at the
CBTS will be affected and the affected vessels will have to be temporarily
relocated. In order to provide sufficient anchorage space in the CBTS for all the
affected vessels to remain in the CBTS, there is a need to dredge an area of about
1 ha at the southeast corner of the CBTS (to the south of the existing Island
Eastern Corridor) so as to provide sufficient draft for the affected vessels to
anchor temporarily during construction period.
11.
A RHKYC jetty located at the western side of the CBTS for
hoisting yachts will be affected by the proposed temporary reclamation and will
need to be demolished. Hence, we will construct a temporary jetty nearby to
allow the RHKYC to continue to operate during construction. As the location of
the reprovisioned temporary jetty is not desirable for RHKYC’s operation, the
jetty will only be temporary. As such, upon completion of the SCL protection
works in 2014, we will reinstate the RHKYC jetty at its original location and
demolish the temporary jetty.
PROPOSED EXECUTION OF PROTECTION WORKS UNDER CWB
12.
We plan to implement the SCL protection works under the CWB
project for better co-ordination between the protection works and CWB works.
Also, this will help ensure that the SCL project can be completed by 2020. The
SCL protection works has been included in a construction contract under the
CWB project. Subject to funding approval of the Finance Committee, the
protection works will commence in the fourth quarter of 2011.
FINANCIAL IMPLICATIONS
13.
We estimate the cost of the proposed works to be $541.6 million in
MOD prices (please see paragraph 14 below), broken down as follows –
/ $ million …..
PWSC(2011-12)12
(a) Protection and associated
works
(i) Marine works for temporary
anchorage and temporary
reclamation
(ii) Diaphragm walls and
foundations for concrete
tunnel box
(iii) Earthworks for temporary
seawall and temporary
reclamation
(iv) Concrete tunnel box
Page 5
$ million
376.3
26.3
188.0
87.6
74.4
(b) Construction of temporary jetty
and reprovisioning of
permanent facilities for
RHKYC
4.3
(c) Consultants’ fees
(i) construction supervision and
contract administration
(ii) management of resident site
staff (RSS)
(iii)Environmental Monitoring
and Audit (EM&A)
programme
9.8
4.3
3.7
1.8
(d) Remuneration of RSS
44.6
(e) Contingencies
Sub-total
(f)
Provision for price adjustment
Total
43.5
–––––––
478.5 (in September
2010 prices)
63.1
–––––––
541.6 (in MOD prices)
A breakdown of the estimates for consultants’ fees and RSS cost by man-months
is at Enclosure 4.
14.
Subject to approval, we will phase the expenditure as follows –
/ Year …..
PWSC(2011-12)12
Year
Page 6
$ million
(September
2010)
Price
adjustment
factor
$ million
(MOD)
2011 – 2012
42.6
1.04525
44.5
2012 – 2013
213.5
1.10143
235.2
2013 – 2014
170.8
1.16201
198.5
2014 – 2015
49.9
1.22592
61.2
2015 – 2016
1.7
1.29335
2.2
478.5
541.6
We have derived the MOD estimate on the basis of the Government’s latest set of
assumptions on the trend rate of change in the prices of public sector building and
construction output for the period from 2011 to 2016. The SCL protection works
will be carried out as part of a construction contract for the CWB project. The
contract will provide for price adjustment.
15.
The proposed works will not give rise to any recurrent expenditure.
PUBLIC CONSULTATION
16.
We have carried out extensive public consultation on the
preliminary design of the SCL project since May 2009, including consultation
with relevant District Councils, staging roving exhibitions and holding individual
meetings, public forums and briefings with relevant local residents and groups.
The public is generally positive and supportive of the SCL project. The Society
for Protection of the Harbour, the then Harbourfront Enhancement Committee
and professional groups were also consulted, and they supported the initiatives to
be adopted by the SCL project (i.e. the protection works) to minimize the
temporary reclamation within the CBTS.
/ 17. …..
PWSC(2011-12)12
Page 7
17.
We have consulted the Eastern District Council (EDC) on the
proposed SCL protection works in CBTS. EDC passed a motion in July 2009 and
July 2010 that, unless agreed by the CBTS stakeholders, they would object to any
SCL works in the CBTS. In this regard, we have conducted site visits and
meetings with the CBTS stakeholders to explain the proposed works in the CBTS.
The MTRCL also published and distributed a newsletter “Shatin to Central Link –
Protection Works” to the stakeholders of the CBTS, providing details of the
proposed works in the CBTS. No adverse comments were received. In April
2011, we met the CBTS stakeholders to brief them on the protection works and
arrangements for anchorage of vessels. Attendees at the meeting had no
comments on the protection works and the proposed arrangements for anchorage
of vessels. We will continue to communicate with and consult the CBTS
stakeholders before the vessel are relocated.
18.
In this regard, we explained the need of this protection works at the
Public Works Subcommittee meeting in June 2010. We also reported to the
Subcommittee on Matters Relating to Railways of the Legislative Council Panel
on Transport (Railway Subcommittee) in November and December 2010 that we
need to implement the protection works in good time and funding application will
be submitted to the Legislative Council in 2011.
19.
We gazetted the proposed temporary reclamation and dredging
works under the Foreshore and Sea-bed (Reclamations) Ordinance (Cap. 127) on
16 July 2010. During the two-month statutory period for objection, two
objections were received. We have met the objectors and responded to the
objectors’ views. The objectors’ views and the Administration’s responses are
summarized at Enclosure 5.
20.
Having considered the unresolved objections, the Chief Executivein-Council authorized the proposed works without modifications under the
Ordinance on 12 April 2011. The notice of authorization was gazetted on 13 May
2011.
21.
We consulted the Railway Subcommittee on 6 May 2011, and
invited Members to note our proposal to upgrade the remaining part of 58TR in
June 2011 for funding the protection works. At the meeting, Members requested
the following supplementary information from the Administration –
(a)
Whether the court’s judgment on the Environmental Impact
Assessment (EIA) Reports for the Hong Kong-Zhuhai-Macao
Bridge local projects would affect the implementation of the
proposed protection works;
/ (b) …..
PWSC(2011-12)12
Page 8
(b)
The situation of EIA Reports and Environmental Permits (EP) for
various SCL works;
(c)
The situation of anchorage space in typhoon shelters in Hong Kong;
and
(d)
The views of CBTS stakeholders on the temporary arrangements of
anchorage space.
The supplementary information is at Enclosure 6.
ENVIRONMENTAL IMPLICATIONS
22.
The proposed works is a designated project under Schedule 2 of the
EIA Ordinance (EIAO) (Cap. 499) and an EP is required for the construction of
the proposed works. On 25 February 2011, the EIA Report for the proposed
works was approved by the Director of Environmental Protection (DEP) under
EIAO. The DEP also issued an EP for the proposed works on 4 April 2011. The
EIA Report concluded that the environmental impacts of the proposed works
could be controlled to within the criteria under the EIAO and the Technical
Memorandum on EIA Process. We shall implement the environmental mitigation
measures and EM&A programme recommended in the approved EIA Report.
The key measures include deployment of silt curtains at the dredging and filling
areas, installation of silt screens at nearby seawater intakes and use of quieter
construction plant and mobile noise barriers. We estimate the cost of
implementing the environmental mitigation measures2 and EM&A programme to
be about $3 million. We have included this cost in the overall project estimate.
23.
At the planning and design stages, we have considered the design of
the proposed works and the construction sequence to reduce the generation of
construction waste where possible. In addition, we will require the contractor to
reuse inert construction waste (e.g. excavated soil) on site or in other suitable
construction sites as far as possible, in order to minimize the disposal of inert
construction waste at public fill reception facilities 3 . We will encourage the
contractor to maximize the use of recycled / recyclable inert construction waste,
and the use of non-timber formwork to further reduce the generation of
construction waste.
/ 24. …..
_____________________________________________________________________________________
2
3
The cost of implementing environmental mitigation measures is about $1.2 million, such costs have
been included in the costs of protection works and associated works.
Public fill reception facilities are specified in Schedule 4 of the Waste Disposal (Charges for Disposal
of Construction Waste) Regulation. Disposal of inert construction waste in public fill reception
facilities requires a license issued by the Director of Civil Engineering and Development.
PWSC(2011-12)12
Page 9
24.
At the construction stage, we will require the contractor to submit
for approval a plan setting out the waste management measures, which will
include appropriate mitigation means to avoid, reduce, reuse and recycle inert
construction waste. We will ensure that the day-to-day operations on site comply
with the approved plan. We will require the contractor to separate the inert
portion from non-inert construction waste on site for disposal at appropriate
facilities. We will control the disposal of inert construction waste and non-inert
construction waste at public fill reception facilities and landfills respectively
through a trip-ticket system.
25.
We estimate that the proposed works will generate in total about
29 400 tonnes of construction waste. Of these, we will reuse about 1 460 tonnes
(5%) of inert construction waste on other construction sites and deliver 27 340
tonnes (93%) of inert construction waste to public fill reception facilities for
subsequent reuse. We will dispose of the remaining 600 tonnes (2%) of non-inert
construction waste at landfills. The total cost for accommodating construction
waste at public fill reception facilities and landfill sites is estimated to be
$813,000 for the proposed works (based on a unit cost of $27 per tonne for
disposal at public fill reception facilities and $125 per tonne4 at landfills).
HERITAGE IMPLICATIONS
26.
The proposed works will not affect any heritage site, i.e. all
declared monuments, proposed monuments, graded historic sites/buildings, sites
of archaeological interests and Government historic sites identified by the
Antiquities and Monuments Office.
LAND ACQUISITION
27.
The proposed protection works do not require any land acquisition.
/ BACKGROUND …..
_____________________________________________________________________________________
4
This estimate has taken into account the cost for developing, operating and restoring the landfills after
they are filled and the aftercare required. It does not include the land opportunity cost for existing
landfill sites (which is estimated at $90 per m3), nor the cost to provide new landfills (which is likely to
be more expensive) when the existing ones are filled.
PWSC(2011-12)12
Page 10
BACKGROUND INFORMATION
28.
We upgraded 58TR to Category B in October 2009, and upgraded
part of 58TR to Category A in July 2010 as 59TR – “Shatin to Central Link –
construction of railway works – protection works in Wan Chai Development
Phase II”, at an estimated cost of $152.6 million in MOD prices for the
construction of protection works for the SCL tunnel in Wan Chai Development
Phase II. The funding application was approved on 2 July 2010, and the works
had commenced in August 2010.
29.
We upgraded 61TR to Category B in September 2010, and
upgraded part of 61TR to Category A in February 2011 as 63TR – “Shatin to
Central Link – construction of railway works – advance works”, at an estimated
cost of $6,254.9 million in MOD prices for the expansion of Admiralty Station
and part of Ho Man Tin Station to accommodate the SCL railway facilities. The
funding application was approved on 18 February 2011.
30.
We upgraded 62TR to Category B in September 2010, and
upgraded part of 62TR to Category A in February 2011 as 64TR – “Shatin to
Central Link – construction of non-railway works – advance works”, at an
estimated cost of $1,448.2 million in MOD prices for reprovisioning of the
International Mail Centre at Hung Hom, and reprovisioning works at the Harcourt
Garden and Hong Kong Park. The funding application was approved on 18
February 2011.
31.
The proposed protection works will not involve any tree removal or
planting proposals.
32.
We estimate that the works in paragraph 5 will create about 337
jobs comprising 63 professional/technical staff and 274 labourers, providing a
total employment of 7 592 man-months.
-------------------------------------Transport and Housing Bureau
May 2011
Enclosure 4 to PWSC(2011-12)12
58TR – Shatin to Central Link – construction of railway works –
protection works
Breakdown of the estimates for consultants’ fees and resident site staff costs
(in September 2010 prices)
Average
Estimated
MPS
mansalary
months
point
(a) Consultants’ fees for
construction
supervision and
contract
administration (Note 2)
(b) Resident site staff
costs
(Note 3)
Professional
Technical
Professional
Technical
---
183
982
---
38
14
Multiplier
(Note 1)
---
Estimated
fee
($ million)
1.5
2.8
Sub-total
–––––
4.3
1.6
1.6
17.0
31.3
Sub-total
–––––
48.3
Comprising
(i) Consultants’ fees
for management
of resident site
staff (RSS)
3.7
(ii) Remuneration of
RSS
44.6
(c) Consultants’ fees for
Environmental
Monitoring and Audit
programme
Professional
Technical
4
33
38
14
2.0
2.0
0.5
1.3
Sub-total
–––––
1.8
(Note 2)
Total
–––––
54.4
–––––
Notes
1.
A multiplier of 2.0 is applied to the average MPS salary point to arrive at the full
staff costs including the consultants’ overheads and profits as the staff will be
employed in the consultants’ offices. A multiplier of 1.6 is applied to the average
MPS salary point in the case of resident site staff supplied by the consultants. (As at
now, Master Pay Scale (MPS) salary point 38 = $58,195 per month and MPS salary
point 14 = $19,945 per month.)
Enclosure 4 to PWSC(2011-12)12
Page 2
2.
The consultants’ fees for construction supervision and contract administration are
estimated in accordance with the terms stipulated in Agreement No. CE 5/95 titled
“Design and Construction of Central-Wan Chai Bypass and Island Eastern Corridor
Link”. The part of the Agreement relevant to 58TR will only be executed subject to
Finance Committee’s approval to upgrade the remaining part of 58TR to Category
A.
3.
The actual man-months and associated costs will only be known after completion of
the construction works.
Enclosure 5 to PWSC(2011-12)12
58TR – Shatin to Central Link – construction of railway works –
protection works
Objections and Administration’s Response
(a)
One of the objectors is a yacht club adjacent to the CBTS. The objector is
concerned about the possible impact on the club’s yacht activities including
the need for temporary reprovisioning of the jetty, temporary rearrangement
of boat storage areas and boatyard operations, rearrangement of pontoon
system and the water area available for mooring, and launching and
recovery of yachts and small crafts.
We presented to the objector a conceptual re-arrangement plan of the
boatyard and boat storage areas corresponding to the temporary
reprovisioning of the jetty and agreed to continue liaison with the objector
and further develop the conceptual plan into a work plan. We also
explained that sufficient water area would be provided for the mooring of
the club vessels within CBTS. The loss in mooring water area within the
CBTS due to the temporary reclamation for the Protection Works would be
re-provided at the southeast corner of CBTS. The objector would also be
consulted on the revised mooring and pontoon layout plans before their
finalization and implementation. The objector would also be invited to
participate in a Marine Management Task Force for the CBTS, which has
been set up under the CWB project to deal with the marine traffic and
temporary mooring issues in CBTS during construction period.
(b)
The other objector expressed concern on how the SCL design and
alignment may affect the community in general, and specifically the impact
to the availability of moorings and berthing in the CBTS. The objector
also alleged that their research shows that there is a shortage of berths
available for leisure craft in Hong Kong, and Victoria Harbour specifically.
The objector also enquired whether provision of a temporary breakwater to
the north of the existing one for the CBTS to provide more mooring spaces
could be considered so as to reduce the impact to the vessels affected.
Enclosure 5 to PWSC(2011-12)12
Page 2
We responded that we had conducted a comprehensive public consultation
programme since mid 2009 and gained public support in general for early
implementation of SCL. Regarding the objector’s concern on the possible
impact to the availability of moorings and berthing in CBTS, we explained
that the SCL project has been planned on the basis that no more vessels
would have to be relocated away from CBTS in addition to those already
required to be relocated under the CWB project. It was under this
consideration that a coordinated construction sequence with the CWB
works in the CBTS had been developed hence minimizing the temporary
reclamation required. Construction of the remainder of the SCL tunnels at
the CBTS will start later when it is possible to accommodate the additional
temporary reclamation area required by SCL without the need to relocate
additional moorings out of CBTS. We also explained to the objector that
the existing public landings along the shoreline would not be affected by
the proposed works, and that the floating pontoons for RHKYC would be
temporarily reprovisioned. We added that we have had close dialogues
with the RHKYC since 2009 to discuss the pontoon reprovisioning issues
and would continue to do so. Regarding the provision of a temporary
breakwater to the north of the existing one, we explained that similar
consideration had been given before but such temporary breakwater could
not be justified under the Protection of the Harbour Ordinance, as
reclamation for the new breakwater could be avoided by the currently
proposed arrangement.__________________________________________
Enclosure 6 to PWSC(2011-12)12
Subcommittee on Matters Relating to Railways
Meeting on 6 May 2011
Supplementary Information Requested from the Administration
At the meeting of the Subcommittee on Matters Relating to
Railways held on 6 May 2011, we sought Members’ support for submitting
funding applications to the Public Works Subcommittee and the Finance
Committee for the Shatin to Central Link (SCL) protection works at the
Causeway Bay Typhoon Shelter (CBTS). At the meeting, Members requested
supplementary information from the Administration. This paper sets out the
relevant supplementary information, including –
(A)
Whether the court’s judgment on the Environmental Impact
Assessment (EIA) Reports of the Hong Kong-Zhuhai-Macao
Bridge (HZMB) local projects would affect the implementation
of the proposed protection works;
(B)
The situation of EIA Reports and Environmental Permits (EP) of
the SCL;
(C)
The situation of anchorage space in typhoon shelters within Hong
Kong; and
(D)
The views of CBTS stakeholders on the temporary arrangements
of anchorage space.
Enclosure 6 to PWSC(2011-12)12
(A)
Page 2
Whether the court’s judgment on the EIA Reports of the HZMB
local projects would affect the implementation of the proposed
protection works
1.
The Director of Environmental Protection has approved the EIA Report
for the SCL protection works in CBTS and issued an EP for the proposed
works in April 2011. For the judicial review case in respect of the HZMB local
projects, the Court’s judgment was in respect of the EIA Reports and EPs for
HZMB local projects, and did not touch on other engineering projects. We
consider that the EIA Report and EP for the SCL protection works in CBTS are
still valid and effective. We plan to implement the protection works as
scheduled.
2.
The SCL protection works will be carried out as part of a construction
contract for the CWB project. As temporary reclamation works for CWB are
in progress, to implement the proposed protection works will enable the shared
use of temporary reclamation at the same location by the two projects. This
will avoid repeated reclamation, protect the harbour, enable efficient use of
resources and reduce construction time. This arrangement can also meet the
expectations of environmentalists to protect the harbour.
3.
The protection works in CBTS mainly comprise the construction of
temporary reclamation and temporary seawalls for the construction of a
concrete tunnel box below seabed. Upon completion of SCL works, all
temporary seawalls and temporary reclamation will be removed and will not
give rise to long-term environmental impact. The relevant environmental
impact will be very mild and transient.
4.
The environmental impact of the SCL protection works to the
neighboring areas is temporary and minimal. In addition, the CWB contractor
will develop measures to address the environmental impact during the
construction period as specified in the EP issued by the Environmental
Protection Department (EPD).
5.
Public consultation and surveys conducted by the MTR Corporation
Limited (MTRCL) indicate that the public generally supports the early
commencement and completion of the SCL project. Implementation of the
protection works as scheduled is in line with public expectations. Therefore,
we plan to implement the protection works as scheduled.
Enclosure 6 to PWSC(2011-12)12
(B)
Page 3
The situation of EIA Reports and EP of the SCL
6.
We commenced the preliminary design of the SCL since end 2008 and
implemented in stages the associated advanced works and protection works.
(i)
Protection works in Wan Chai Development Phase II (WDII)
7.
We upgraded part of 58TR to Category A in July 2010. As one
section of the SCL tunnel intersects with the water mains to be reprovisioned
under the WDII project, we need to carry out protection works for this section
of SCL tunnel so that diversion of these water mains will not be required when
the SCL main works are carried out at this location. The protection works itself
is not a designated project under Environmental Impact Assessment Ordinance
(EIAO). But, the WDII project is a designated project, and an EP for the WDII
project has been obtained and construction works have commenced. To assess
the environmental impact of the protection works, we have conducted an
additional environmental review (ER) for the protection works covering noise,
air and water quality impacts during construction and waste management
issues. The ER concluded that the scale of the protection works is relatively
small as compared with that of the WDII works and the environmental impact
is minimal. Hence, the environmental acceptability conclusions of the WDII
and CWB EIA report are still valid.
8.
The protection works were given funding approval by the Finance
Committee in July 2010 and are now under construction under the WDII
project.
(ii)
SCL Advance Works at Admiralty Station and Ho Man Tin Station
9.
We need to expand the Admiralty Station as the interchange station of
the South Island Line (East) (SIL(E)) and the SCL. The SIL(E) portion and the
SCL portion of the Admiralty Station must be constructed together from an
engineering perspective. On the other hand, we need to construct the Ho Man
Tin Station as an interchange station for the Kwun Tong Line Extension (KTE)
and the SCL. Similarly, the KTE portion and the SCL portion of Ho Man Tin
Station must be constructed together. As the SIL(E) and KTE will commence
works in 2011, we have to incorporate the SCL portions of the expanded
Admiralty Station and the proposed Ho Man Tin Station in the form of advance
works into the SIL(E) and KTE projects, so that the works can be implemented
together.
Enclosure 6 to PWSC(2011-12)12
Page 4
10.
We upgraded part of 61TR to Category A in February 2011 for the
construction of the SCL advance railway works at Admiralty Station and Ho
Man Tin Station in order to meet the implementation programme of the SIL(E)
and KTE respectively. The Finance Committee of the Legislative Council has
given funding approval for these two advance works items.
11.
The SIL(E) (including the SCL advance works for interchange
facilities in Admiralty Station) and the KTE (including the SCL advance works
for interchange facilities in Ho Man Tin Station) are designated projects under
Schedule 2 of the EIAO. EPs are required for the construction of these works
projects. The DEP issued an EP for the SIL(E) and KTE projects in September
2010 and December 2010 respectively. For the judicial review case in respect
of the HZMB local projects, the Court’s judgment was in respect of the EIA
Reports and EPs for HZMB local projects, and did not touch on these two
railway projects. We consider that the EIA reports and EPs for these two
railway projects are still valid and effective.
12.
We have already completed the necessary legal, administrative and
funding procedures for the SIL(E) and KTE. Construction of these two railway
projects, including the SCL advance works in the Admiralty Station and Ho
Man Tin Station to be implemented together, commenced in May this year.
(iii)
The SCL main works
13.
The progress of the detailed design of the SCL main works has been
good. The three EIA Reports of the SCL had been completed and submitted to
the DEP in February 2011. The 17 kilometre-long SCL runs from Tai Wai to
Kowloon via some densely populated areas, and then from Hung Hom Station
via Victoria Harbour to terminate at Admiralty. The MTRCL will carry out
appropriate environmental mitigation measures depending on the design and
construction procedures adopted in light of different conditions of various areas
along the SCL. As such, the EIA and the mitigation measures of different
sections of the project are contained in three different EIA reports. The first
report covers the section from Tai Wai to Hung Hom, the second report covers
the section from the Mong Kok East to Hung Hom and the third report covers
the section from Hung Hom to Admiralty. As the environmental issues
involved are complex and affect a number of areas, a year was taken to prepare
and draft the three EIA Reports respectively. Due to the judicial review case in
respect of the EIA Reports and EPs for the HZMB local projects, the MTRCL,
in the interest of prudence, withdrew the EIA Reports for the SCL on 21 April
so as to review the contents of the reports.
Enclosure 6 to PWSC(2011-12)12
Page 5
14.
We and the MTRCL are carefully studying the new EIA requirements
laid down by the court’s judgment on the EIA Reports of the HZMB local
projects and are discussing with EPD on how to meet those requirements in the
EIA process for the works. We need to seek the views of the EPD in this
regard. We need to have a clear understanding of the new EIA requirements
before we can assess how to handle the three affected EIA Reports for the SCL,
and the complexity of and time required for the work. By then, we will be in a
better position to assess whether there will be delay in the SCL programme.
15.
We expect that more time would be required for reviewing the EIA
Report of more complex EIA works for affected projects. Also, the risk of
delay in construction would be higher if less time is available for reviewing the
EIA Report, the originally scheduled works commencement date is closer, and
if the preparation for the project is more mature. As regards the SCL, despite
the very complex EIA work, the EIA work as well as other preparatory work
have been making good progress. Our original plan is to complete the statutory
consultation process and statutory EIA process in early 2012, and submit the
railway scheme to the Executive Council for consideration of authorization
with a view to commence construction works in 2012. If the re-examination
and preparation of the EIA Reports takes time and we cannot complete the
work within this year and the original schedule may be affected.
(C)
The situation of anchorage space in typhoon shelters within Hong
Kong
16.
According to the Study Report on the Assessment of Typhoon Shelter
Space Requirements for the period 2009-2025 1 published by Marine
Department (MD), the current supply of typhoon shelter/shelter anchorage
space within Hong Kong waters could adequately meet the future demand of all
locally licensed vessels including pleasure vessels during the forecasting
horizon. Furthermore, MD also pointed out that at the time of approaching and
during typhoons over the past few years, the overall capacity of the typhoon
shelters and shelter waters within Hong Kong waters was sufficient to receive
the locally licensed vessels including pleasure vessels using Victoria Harbour
as their main base of business operations.
___________________________________________________________________________________
__
1
The report was published in December 2009. Its summary has been uploaded to Marine
Department’s website http://www.mardep.gov.hk/hk/publication/pdf/ass2009_2025c.pdf.
Enclosure 6 to PWSC(2011-12)12
Page 6
17.
Observation of the actual utilisation of typhoon shelters in the urban
area during the passage of typhoon (with typhoon signal No. 8 or higher was
issued) over the past ten years revealed that they were about 80% to 90% full.
As such, the typhoon shelters in the urban area are capable of catering for the
working vessels operating in the Victoria Harbour seeking shelter during the
passage of typhoons.
(D)
The views of CBTS stakeholders on the temporary arrangements
of anchorage space
18.
To better understand the concerns of CBTS stakeholders and collect
their views, Highways Department (HyD) and MTRCL had held meetings with
them since mid-2009. The views of stakeholders are summarized as follows:
(a)
Hong Kong Royal Yacht Club (RHKYC):
19.
RHKYC does not oppose the construction of the SCL. Their major
concerns include: the reprovisioned moorings should be retained in CBTS and
should have adequate draft; affected facilities related to their operational and
sailing activities should be reprovisioned, and the protection provided by the
existing breakwater should not be compromised.
20.
Since mid-2009, HyD and MTRCL had conducted several meetings
with RHKYC to discuss reprovisioning of the moorings and other affected
facilities (including the pier and the pontoon system). To reduce the impact to
RHKYC’s moorings and facilities, the SCL protection works in CBTS will be
carried out in conjunction with the CWB works. Furthermore, a RHKYC jetty
located at the western side of the CBTS for hoisting yachts will be affected by
the proposed temporary reclamation and need to be demolished. Hence, we
will construct a temporary jetty at a nearby location to enable the continuation
of the RHKYC’s operation. As the location of the reprovisioned temporary
jetty is not desirable for RHKYC’s operation, the jetty will only be temporary.
As such, upon completion of the SCL protection works in 2014, we will
reinstate the RHKYC jetty at its original location and demolish the temporary
jetty. The RHKYC agreed with the arrangement. The jetty reprovisioning
works are part of the proposed protection works.
Enclosure 6 to PWSC(2011-12)12
(b)
Page 7
Anchorage Area Users:
21.
After the briefing to CBTS stakeholders in mid-2009 during which
HyD and MTRCL explained that constraints for the SCL alignment included:
the Cross Harbour Tunnel, the existing buildings, Hung Hom Station and the
existing railway lines, the anchorage area users understood that the SCL had to
pass through CBTS. Their concerns were: the construction period should be
shortened as much as possible; the potential risks brought by removing part of
the existing breakwater; and the possible impact on marine ecology and water
quality caused by dredging works.
22.
HyD and MTRCL responded that, in order to reduce the impact to
CBTS users, the SCL protection works in CBTS will be carried out in
conjunction with the CWB works. In addition, we will construct temporary
seawall and carry out temporary reclamation spanning the section of
breakwater concerned before its removal to ensure that there will be no gap at
the breakwater. The temporary reclamation and temporary seawalls will only
be removed after the section of breakwater is fully reinstated. The SCL project
will also implement mitigation measures such as good site practices, silt
curtains and closed grab dredgers to minimize the impact arising from
dredging.
23.
In April this year, HyD and MTRCL had another meeting with the
anchorage area users to explain the SCL protection works and mooring
rearrangements. Participants expressed concerns about the water depth at the
southeast corner of CBTS and the impact of rainwater discharge from the
outfalls on vessels. We explained to the participants that the southeast corner
of the CBTS will be dredged to provide adequate draft, and the outfalls are at a
considerable distance from the anchorage area and the expected impact is not
significant. We will continue to communicate with them and inform them
timely the mooring rearrangement.
(c)
Private Mooring Area (PMA) Users (including commercial boats):
24.
The PMA users learnt about the postponement of their return to the
CBTS for a period of up to 18 months (i.e. after completion of the SCL works
in around mid-2018). They were concerned about whether they would be able
to moor in the same location upon their return to the CBTS. We advised that
we would further discuss with them at the later stage of the works and make
arrangements for their returning to CBTS.
Enclosure 6 to PWSC(2011-12)12
Page 8
25.
In April this year, we had another meeting with the users of the private
moorings and owners of other affected vessels at the southwest corner of CBTS
to explain the SCL protection works and the mooring arrangements. Views
expressed by the participants included: reducing the number of relocation of
their vessels and to notify them in advance about the relocation. We responded
that, prior to commencement of works, we would inform them in good time the
mooring reprovisioning and relocation arrangements. We would also closely
liaise with them throughout the process of relocation so as to minimize the
disturbance to their daily operations. Furthermore, a Marine Management
Working Group has been established under the CWB project to deal with the
mooring reprovisioning and relocation arrangements. Owners of affected
vessels will be invited to join the working group.